Antifriction-bearing.



J. F. OCONNOR.

ANTIFRICTION BEARING. APPLICATION HLED APR. 14, i916.

Patented Dec. 26, 1916.

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larly an anti-friction center bearing for railway cars of durable construction and having the elements thereof so arranged as to constantly shift the position of the antiiriction rollers and prevent excessive wear- In the drawing forming'a 'part of this specification, Fi re 1 is a vertical sectional view taken longitudinally of a car, showing my invention embodied in a center bearing between the body and truck bolsters. Fig. 2 is a top plan view of thefcenter bearing with the body bolsterand wear plate securedthereto removed, parts being broken away to more clearly illustrate internal construction. 3 and d are detail sectional views taken substantially on the lines 3--3 i and M respectively of Fig. 1. And Fig.

5 is a detail perspective of one of the chocks.

In said drawing, denotes the body bolster of a car, 11 the truck bolster and 12 the center pin. Secured to the upper face not the truck bolster I1 is a bearing plate 13 in thetorm-of a circular casting having four flanges 1d14t by which itis riveted to the truck holster. The bearing platel3 is provided with an outer annular rim orfiange 15, an intermediate annular rim or flange 16 and an inner annular run or flange .17 which surrounds the central opening or perforation to receive the center pin 12.

Asclearly shown in Fig. 1, the flange 17 is considerably higher than the flanges and 16. Secured to the under face of the body bolster I0 is another bearing plate 18 which may be similarly secured to the body bolster as is the plate 13 to the truck bolster. On itsunder face, the bearing plate 18 is Specification of Letters Patent. Application filed April it, 1916. Serial Ito. 91,204.

ANTIFRICTION-BEARIN G.

Patented Dec. 26, 19th.

provided with an outer depending rim or flange 19 which at its lower edge is offset as indicated at 20and'thereby provides a shoulder 21,.the ofi'set portion 20 overlap ping slightly the rim 15. Near its center, the plate 18 is provided with another depending rim or flange 22 which overlaps the rim 1? and is recessed as indicated at 23 to form a shoulder between which and the upper edge of the flange 16 may be inserted a ring of fiber packing 24. A. similar ring of fiber packing 25 is preferably placed between said shoulder 21 and the upper edge of the flange 15.

Mounted between the opposed bearing plates 13 and 18 is the anti-friction mechanism proper which, as shown, includes an annular plate 28, preferably in the form of a forging, said plate 26 being provided with an outer annular channel 27 and an 'inner annular channel 28 on the under side of rollers 34, the latter, as shown, not having any checks associated therewith. By referrlng to Fig. 3, it will be seen that the chocks 31 are provided with relatively sharp extensions 35 on the lower left hand end thereof as viewed in said figure. The'right hand end of each chock is rounded as indicated at 36 to correspond substantially with the periphery of the adjacent roller 30. By referring to Fig. 4., it will be noted that each of the chocks 33 is provided on its lower right hand end with a relatively sharp extension 37, as viewed in said figure,

the opposite end of each chock 33 being concaved as indicated at'38 to correspond with the periphery of the adjacent roller 32. The height ofthe chocks 31 and 33 is somewhat less than ,the/diameters of the corresponding rollers with which they cooperate.

From the preceding description, it wilt be seen that movement of the rollers 30 to the right, as viewed in Fig. 3, will be prevented since said rollers will be wedged by said sharp extensions 35. Also, as appears from Fig. 4, the rollers 32 will be prevented from rolling to the left, as viewed in said A in Fig. 2. During such movement, it is till apparent that the rollers 32 will not roll' but will remain stationary due to their being chocked by the chocks 33. Therefore, the upper bearing plate 18, rollers 32, chocks 33, and intermediate plate 26 will act as a unit in the -clockwise rotation. This being so, the rollers 30 will roll in a clockwise direction since this movement is possible as is clear from Fig. 3. Upon return of the body bolster and bearing plate 18 to normal position again, that, is, when it moves counter-clockwise relatively to the truck bolster 11 and bearing plate 13 thereon, the lower rolls 30 will be prevented from rotation since they will be chocked by the blocks 31, and hence the bearing plate 13, rollers 30, checks 31, and intermediate plate 26 will be relatively stationary or ,act as a unit. Therefore, the upper series of rolls 32 will move to the right as viewed in Fig. 4, since this is possible due to the arrangement of chocks 33.

- From the foregoing, it will be seen that the lower series of rollers 30 and checks 31 will always be shifted in a clockwise direction as will also the intermediate plate 26, whereas the upper series of rollers 32 and chocks 33 will always travel in a counter clockwise direction. ,Therefore, there is a constant shifting of the rollers relative to the respective bearing plates with which they engage and also relatively to the intermediate plate 26. This minimizes the possibil ity of wear as will be apparent. lit will also be seen that the two upstanding annular flanges 15 and 16 form a wide annular groove which is well adapted toreceive and retain a lubricant for the lower rollers 30 and 3% and similarly, the channel 29 in the upper face of the plate 26 forms a suitable recep-= tacle for a lubricant for the rollers 32.

I claim 1. In a bearing of the character described,

the combination with opposed bearing plates, of two series oi anti-friction memhere in engagement witn one oi said plates,

another series of anti-friction members in ing arranged to limit the rotation of said anti-friction members in one direction and the chocks of the other series being arranged to limit the rotation of the anti-friction members thereof in the opposite direction.

2. In an anti-friction bearin of the characterdescribed, the combinatlon with opposed relatively movable bearing plates, of two series of anti-friction members in engagement with one of said plates, another series of anti-friction members in engagement with the other of said plates, and a floating plate interposed between said series of members, said interposed plate having three annular channels, one on one side and two on the opposite side and within which are disposed said series of anti-friction members.

3. In an anti-friction bearing of the character described, the combination with opposed relatively movable bearing plates, of

two series of anti-friction members in engagement with one of said plates, another series of anti-friction members in engage ment with the other of said plates, and a floating plate interposed between said series of members, said interposed plate hav- 'ing three annular channels, one on one side and two on the opposite side and within which are disposed said series of anti-friction members, and two series of checks associated with two of the series of anti-friction members, one series of chocks being oppositely arranged to the other.

4. In a center bearing for railway cars, the combination with opposed bearin plates, of two annularly arranged seriesot anti-friction rollers in engagement with one of said plates, another series of annularly arranged anti-friction rollers in engagement with the other of said plates, a floating plate interposed between said series of anti-fliction rollers, and two sets of oppositely disposed chocks coiiperatingwith two of the series of said anti-friction rollers.

5. in an anti-friction center bearing for railway cars, the combination with two op posed plates adapted to be secured to body and truck bolsters, of. a floating plate interposed between said bearing plates, said floating plate having two annular channels on one side thereof and an annular channel on the opposite side, the latter being located between said. two channels, and series of anti-friction members disposed in each or said channels.

6. in an anti-friction center bearing for railway cars, the combination two opposed plates adapted be secured to body and truck bolsters, posed between said bea i ing plate hav t one side thereof and the o" plates, said eating plate intermo em friction members disposed in each of said channels, a series of checks cooperable with the anti-friction members in said intermediate channel, anda series of chocks cooperable with the anti-friction members in the outer of said two channels, the chocks being oppositely arranged whereby the relative positions of the anti-friction members to said bearing plates and floating plate Will be constantly shifted.

L n-Witness that I claim the foregoing I have hereunto subscribed my name this 17th day of March 1916.

JOHN F. OCUNNORQ 

